Working vehicle

ABSTRACT

A working vehicle includes a steering handle, a vehicle body to travel with either manual steering by the steering handle or automatic steering of the steering handle based on a traveling reference line, and a display including a line orientation display portion to indicate an orientation of the traveling reference line, and a vehicle orientation display portion to indicate an orientation of the vehicle body.

CROSS REFERENCE TO RELATED APPLICATIONS

This application is a continuation application of U.S. patentapplication Ser. No. 17/133,698, filed on Dec. 24, 2020, which is acontinuation application of International Application No.PCT/JP2018/048623, filed on Dec. 29, 2018, which claims the benefit ofpriority to Japanese Patent Application No. 2018-120243 filed on Jun.25, 2018, Japanese Patent Application No. 2018-120244 filed on Jun. 25,2018, Japanese Patent Application No. 2018-120248 filed on Jun. 25,2018, and Japanese Patent Application No. 2018-120249 filed on Jun. 25,2018. The entire contents of each of these applications are herebyincorporated herein by reference.

BACKGROUND OF THE INVENTION 1. Field of the Invention

The present invention relates to a working vehicle.

2. Description of the Related Art

Japanese Unexamined Patent Publication No. 2017-123803 is known as aconventional agricultural working machine.

The agricultural working machine of Japanese Unexamined PatentPublication No. 2017-123803 is provided with a traveling body capable ofswitching between manual traveling by manual steering and automatictraveling by automatic steering along a set traveling line parallel to areference traveling line, and a changeover switch capable of switchingbetween the manual traveling and the automatic traveling. In addition,the agricultural working machine sets a starting point of the referencetraveling line after pressing a right indicator button while travelingalong ridges, and sets an end point of the reference traveling line bypressing a left indicator button while traveling. That is, the referencetraveling line is set before the automatic steering.

SUMMARY OF THE INVENTION

A working vehicle includes a steering handle, a vehicle body to travelwith either manual steering by the steering handle or automatic steeringof the steering handle based on a traveling reference line, and adisplay including a line orientation display portion to indicate anorientation of the traveling reference line, and a vehicle orientationdisplay portion to indicate an orientation of the vehicle body.

The above and other elements, features, steps, characteristics andadvantages of the present invention will become more apparent from thefollowing detailed description of the preferred embodiments withreference to the attached drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

A more complete appreciation of preferred embodiments of the presentinvention and many of the attendant advantages thereof will be readilyobtained as the same becomes better understood by reference to thefollowing detailed description when considered in connection with theaccompanying drawings described below.

FIG. 1 is a view illustrating a control block diagram and configurationof a tractor.

FIG. 2 is an explanation view explaining automatic steering.

FIG. 3A is an explanation view explaining a correction amount in a pushswitch.

FIG. 3B is an explanation view explaining a correction amount in asliding switch.

FIG. 4A is a view illustrating a first corrector portion and a secondcorrector portion in a push switch.

FIG. 4B is a view illustrating a first corrector portion and a secondcorrector portion in a sliding switch.

FIG. 5A is a view illustrating a state where a calculated vehicleposition is offset rightward during straight traveling in automaticsteering.

FIG. 5B is a view illustrating a state where a calculated vehicleposition is offset leftward during straight traveling in automaticsteering.

FIG. 6 is a view of a cover provided in front of an operator seat, whichis seen from an operator seat side.

FIG. 7 is an explanation view explaining controls in automatic steering.

FIG. 8 is an explanation view of conditions of automatic steering.

FIG. 9 is a view of obtaining a plurality of steering angles θn.

FIG. 10A is a view illustrating an example of distribution where aplurality of steering angles θn are less dispersed.

FIG. 10B is a view illustrating an example of distribution where aplurality of steering angles θn are much dispersed.

FIG. 11 is a view illustrating an example of a driving screen.

FIG. 12 is an explanation view explaining a tractor traveling on aslope.

FIG. 13 is a whole view of a tractor.

FIG. 14 is a view illustrating a working vehicle traveling on a slope.

FIG. 15A is a view illustrating a state where a tractor is steered to adownward direction without correcting a parameter (a control gain).

FIG. 15B is a view illustrating a state where a tractor is steered to adownward direction with a parameter (a control gain) corrected.

FIG. 16A is a view illustrating a state where a tractor is steered to anupward direction without correcting a parameter (a control gain).

FIG. 16B is a view illustrating a state where a tractor is steered to anupward direction with a parameter (a control gain) corrected.

FIG. 17 is an explanation view of conditions of automatic steering.

FIG. 18 is a view illustrating a relation between an orientationaldifference ΔF and a judgment range G1.

FIG. 19A is an explanation view explaining an example of changing alower limit value of a judgment range G1 in a case where a tractorinclines downward right.

FIG. 19B is an explanation view explaining an example of changing anupper limit value of a judgment range G1 in a case where a tractorinclines downward left.

FIG. 19C is an explanation view explaining an example of changing anupper limit value of a judgment range G1 in a case where a tractorinclines downward right.

FIG. 19D is an explanation view explaining an example of changing alower limit value of a judgment range G1 in a case where a tractorinclines downward left.

FIG. 20 is a view illustrating an example of an orientation screen M2.

FIG. 21A is a view illustrating an orientation screen M2 in a case wherea vehicle orientation F1 coincides with a line orientation F2.

FIG. 21B is a view illustrating an orientation screen M2 in a case wherea vehicle orientation F1 slightly offsets leftward with respect to aline orientation F2.

FIG. 21C is a view illustrating an orientation screen M2 in a case wherea vehicle orientation F1 slightly offsets rightward with respect to aline orientation F2.

FIG. 22A is a view illustrating an orientation screen M2 in a case wherea vehicle orientation F1 widely offsets leftward with respect to a lineorientation F2.

FIG. 22B is a view illustrating an orientation screen M2 in a case wherea vehicle orientation F1 widely offsets rightward with respect to a lineorientation F2.

FIG. 23 is a view illustrating details of a scale portion.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

The preferred embodiments will now be described with reference to theaccompanying drawings, wherein like reference numerals designatecorresponding or identical elements throughout the various drawings. Thedrawings are to be viewed in an orientation in which the referencenumerals are viewed correctly.

Hereinafter, a preferred embodiment of the present invention will bedescribed with appropriate reference to the drawings.

FIG. 1 to FIG. 13 illustrate a first preferred embodiment of the presentinvention.

FIG. 13 is a side view of the working vehicle 1, and FIG. 13 is a planview of the working vehicle 1. In this preferred embodiment, the workingvehicle 1 is a tractor. However, the working vehicle 1 is not limited toa tractor and may be an agricultural machine (agricultural vehicle) suchas a combine or a transplanter, or construction equipment (constructionvehicle) such as a loader working machine.

In the following description, the front side of an operator seated on anoperator seat 10 of the tractor (working vehicle) 1 (a direction of anarrowed line A1 in FIG. 13 ) will be referred to as the front, the rearside of the operator (a direction of an arrowed line A2 in FIG. 13 )will be referred to as the rear, the left side of the operator will bereferred to as the left, and the right side of the operator will bereferred to as the right. The horizontal direction, which is a directionorthogonal to the front-to-back direction of the working vehicle 1, isreferred to as a vehicle width direction.

As shown in FIG. 13 , the tractor 1 is provided with a vehicle body 3, aprime mover 4, and a speed-shifter device 5. The vehicle body 3 includesa traveling device 7, which allows the vehicle body 3 to travel. Thetraveling device 7 includes a front wheel 7F and a rear wheel 7R. Thefront wheels 7F may be tire-type or crawler-type. The rear wheels 7Ralso may be tire-type or crawler-type.

The prime mover 4 includes a diesel engine, an electric motor or thelike, the prime mover 4 is the diesel engine in this preferredembodiment. The speed-shifter device 5 is capable of switching thepropulsion of the traveling device 7 by shifting gears and also capableof switching the traveling device 7 between the forward traveling andthe backward traveling. The vehicle body 3 is provided with the operatorseat 10.

The rear portion of the vehicle body 3 is provided with a couplerportion 8 including a three-point linkage mechanism or the like. Aworking device can be attached to and detached from the coupler portion8. By connecting the working device to the coupler portion 8, theworking device can be towed by the vehicle body 3. The working deviceincludes a cultivator device for tilling, a fertilizer sprayer devicefor spraying fertilizer, a pesticide sprayer device for sprayingpesticides, a harvester device for harvesting, a mower device forharvesting grasses and the like, a tedder device for diffusing grassesand the like, a raking device for collecting grasses and the like, and abaler device for molding grasses and the like.

As shown in FIG. 1 , the speed-shifter device 5 is provided with a mainshaft (propulsion shaft) 5 a, a main speed-shifter portion 5 b, a subspeed-shifter portion 5 c, a shuttle portion 5 d, a PTO powertransmission 5 e, and a front speed-shifter portion 5 f. The propulsionshaft 5 a is rotatably supported in a housing case (transmission case)of the speed-shifter device 5, and power from the crankshaft of theprime mover 4 is transmitted to the propulsion shaft 5 a. The mainspeed-shifter portion 5 b includes a plurality of gears and a shifter tochange the engagement of the gears. The main speed-shifter portion 5 bchanges the rotation input from the propulsion shaft 5 a and outputs(shifts the speed) by changing the connection (engagement) of theplurality of gears with the shifter accordingly.

The sub speed-shifter portion 5 c, like the main speed-shifter portion 5b, includes a plurality of gears and a shifter to change the engagementof the gears. By changing the connection (engagement) of the pluralityof gears with the shifter as appropriate, the sub speed-shifter portion5 c changes the rotation input from the main speed-shifter portion 5 band outputs the changed rotation (speed shifting).

The shuttle portion 5 d includes a shuttle shaft 12 and aforward/backward switching portion 13. The power output from the subspeed-shifter portion 5 c is transmitted to the shuttle shaft 12 viagears and other devices. The forward/backward switching portion 13includes, for example, a hydraulic clutch or the like, and switches thedirection of rotation of the shuttle shaft 12, that is, the forwardmovement and backward movement of the tractor 1, by engaging anddisengaging the hydraulic clutch. The shuttle shaft 12 is connected to arear wheel differential device 20R. The rear wheel differential device20R rotatably supports the rear axle 21R on which the rear wheel 7R ismounted.

The PTO power transmission 5 e includes a PTO propulsion shaft 14 and aPTO clutch 15. The PTO propulsion shaft 14 is rotatably supported, andthe power from the propulsion shaft 5 a can be transferred from thepropulsion shaft 5 a. The PTO propulsion shaft 14 is connected to thePTO shaft 16 via the gears and the like. The PTO clutch 15 includes, forexample, a hydraulic clutch and the like, and is switched between astate where the power of the propulsion shaft 5 a is transferred to thePTO propulsion shaft 14 and a state where the power of the propulsionshaft 5 a is not transferred to the PTO propulsion shaft 14.

The front speed-shifter device 5 f includes a first clutch 17 and asecond clutch 18. The first clutch 17 and the second clutch are capableof transmitting power from the propulsion shaft 5 a, for example, thepower of the shuttle shaft 12 is transmitted via the gears and thetransmission shaft. The power from the first clutch 17 and the secondclutch 18 can be transmitted to the front axle 21F via the fronttransmission shaft 22. In particular, the front transmission shaft 22 isconnected to a front wheel differential device 20F, which rotatablysupports the front axle 21F on which the front wheels 7F are mounted.

The first clutch 17 and the second clutch 18 include a hydraulic clutchor the like. A fluid line is connected to the first clutch 17, and thefluid line is connected to a first actuator valve 25, to which thehydraulic fluid discharged from the hydraulic pump is supplied. Thefirst clutch 17 is switched between an engaged state and a disengagedstate depending on the degree of opening of the first actuator valve 25.A fluid line is connected to the second clutch 18, and the fluid line isconnected to a second actuator valve 26. The second clutch 18 isswitched between an engaged state and a disengaged state depending onthe degree of opening of the second actuator valve 26. The first andsecond actuation valves 25 and 26 are, for example, two-positionswitching valves with solenoid valves, which are switched to an engagedstate or a disengaged state by magnetization or demagnetization of thesolenoid valve solenoids.

When the first clutch 17 is disengaged and the second clutch 18 isengaged, the power of the shuttle shaft 12 is transmitted to the frontwheels 7F through the second clutch 18. This results in four-wheeldriving (4WD) in which the front and rear wheels are driven by the powerand the rotation speed of the front and rear wheels is the same orsubstantially the same (4WD constant speed state). On the other hand,when the first clutch 17 is engaged and the second clutch 18 isdisengaged, four-wheel driving is provided and the rotation speed of thefront wheel becomes higher than that of the rear wheel (4WD constantspeed state). When the first and second clutches 17 and 18 aredisengaged, the power of the shuttle shaft 12 is not transmitted to thefront wheels 7F, and thus the vehicle becomes two-wheel drive (2WD) withthe rear wheels driven by power.

The tractor 1 is provided with a positioning device 40. The positioningdevice 40 is capable of detecting its own position (positioninginformation including latitude and longitude) by a satellite positioningsystem (positioning satellite) such as D-GPS, GPS, GLONASS, HOKUTO,GALILEO, MICHIBIKI, and the like. That is, the positioning device 40receives satellite signals transmitted by the positioning satellite(such as the position of the positioning satellite, transmission time,correction information, and the like) and detects its position (forexample, latitude and longitude) based on the satellite signals. Thepositioning device 40 includes a receiver device 41 and an inertialmeasurement device (IMU: Inertial Measurement Unit) 42. The receiverdevice 41 includes an antenna or the like and receives satellite signalstransmitted from a positioning satellite, and is attached to the vehiclebody 3 separately from the inertial measurement unit 42. In thispreferred embodiment, the receiver device 41 is attached to a ROPSprovided to the vehicle body 3. The attachment location of the receiverdevice 41 is not limited to that of this preferred embodiment.

The inertial measurement device 42 includes an acceleration sensor todetect acceleration, a gyroscope to detect angular velocity, and soforth. The vehicle body 3, for example, is installed below the operatorseat 10, and the roll angle, pitch angle, yaw angle, and the like of thevehicle body 3 can be detected by the inertial measurement device 42.

As shown in FIG. 1 , the tractor 1 is provided with a steering device11. The steering device 11 is capable of performing manual steering tosteer the body of the vehicle body 3 by the operator and automaticsteering to steer the body of the vehicle body 3 automatically withoutthe operator's operation.

The steering device 11 includes a steering handle (steering wheel) 30and a steering shaft (rotating shaft) 31 that rotatably supports thesteering handle 30. The steering device 11 also includes an assistmechanism (power steering device) 32. The assist mechanism 32 assiststhe rotation of the steering shaft 31 (steering handle 30) by hydraulicor other means. The assist mechanism 32 includes a hydraulic pump 33, acontrol valve 34 to which the hydraulic fluid discharged from thehydraulic pump 33 is supplied, and a steering cylinder 35 operated bythe control valve 34. The control valve 34 is, for example, athree-position switching valve that can be switched by movement of aspool or the like, and is switched in response to the steering direction(direction of rotation) of the steering shaft 31. The steering cylinder35 is connected to an arm (knuckle arm) 36 that changes the direction ofthe front wheels 7F.

Thus, when the operator grasps the steering wheel 30 and operates thesteering wheel 30 in one direction or the other, the switching positionand opening degree of the control valve 34 will be switched according tothe direction of rotation of the steering wheel 30, and the steeringcylinder 35 will stretch and shorten to the left or right according tothe switching position and opening degree of the control valve 34. Thedirection of steering of the front wheels 7F can be changed by thesteering wheel 30. In other words, the vehicle body 3 can change thedirection of travel to the left or right by manual steering of thesteering handle 30.

Next, automatic steering will be explained.

As shown in FIG. 2 , when automatic steering is performed, first, atraveling reference line L1 is set before automatic steering isperformed. After the traveling reference line L1 is set, the automaticsteering can be performed by setting the scheduled traveling line L2,which is parallel to the traveling reference line L1. The automaticsteering automatically steers the tractor 1 (vehicle body 3) in thedirection of traveling so that the vehicle position measured by thepositioning device 40 and the scheduled traveling line L2 coincide.

In particular, when the tractor 1 (vehicle body 3) is moved to apredetermined position in the field prior to the automatic steering(S1), and at the predetermined position, the operator operates thesteering changeover switch 52 provided on the tractor 1 (step S2), thevehicle position measured by the positioning device 40 is set at thestart point P10 of the traveling reference line L1 (step S3). When thetractor 1 (vehicle body 3) is moved from the start point P10 of thetraveling reference line L1 (step S4) and the operator operates thesteering changeover switch 52 at the predetermined position (step S5),the vehicle position measured by the positioning device 40 is set at theend point P11 of the traveling reference line L1 (step S6). Thus, astraight line connecting the start point P10 and the end point P11 isset as the traveling reference line L1.

After setting the traveling reference line L1 (after step S6), forexample, when the tractor 1 (vehicle body 3) is moved to a differentlocation than where the traveling reference line L1 was set (step S7)and the operator operates the steering changeover switch 52 (step S8),the scheduled traveling line L2, which is a straight line parallel orsubstantially parallel to the traveling reference line L1, is set (stepS9). After the scheduled traveling line L2 is set, the automaticsteering is started and the direction of traveling of the tractor 1(vehicle body 3) is changed so that it follows the scheduled travelingline L2. For example, when the current vehicle position is on the leftside of the scheduled traveling line L2, the front wheel 7F is steeredto the right, and when the current vehicle position is on the right sideof the scheduled traveling line L2, the front wheel 7F is steered to theleft. During the automatic steering, the travel speed (vehicle speed) ofthe tractor 1 (vehicle body 3) can be changed by the operator manuallychanging the amount of operation of the gas pedal members (acceleratorpedal and gas pedal lever) provided in the tractor 1, or by changing thegear shift of the speed shifter (transmission).

After the start of the automatic steering, the automatic steering can beterminated when the operator operates the steering changeover switch 52at any point. That is, the end point of the scheduled traveling line L2can be set by the end of the automatic steering by operating thesteering changeover switch 52. In other words, the length of the endpoint of the scheduled traveling line L2 can be set longer or shorterthan the traveling reference line L1. In other words, the scheduledtraveling line L2 is not associated with the length of the travelingreference line L1, and the scheduled traveling line L2 allows thevehicle to travel a longer distance than the length of the travelingreference line L1 under the automatic steering.

As shown in FIG. 1 , the steering device 11 includes an automaticsteering mechanism 37. The automatic steering mechanism 37 performsautomatic steering of the vehicle body 3 and automatically steers thevehicle body 3 based on the position of the vehicle body 3 (vehicleposition) detected by the positioning device 40. The automatic steeringmechanism 37 is provided with a steering motor 38 and a gear mechanism39. The steering motor 38 is a motor whose rotational direction,rotational speed, rotational angle, and the like can be controlled basedon the vehicle position. The gear mechanism 39 includes a gear providedon the steering shaft 31 and traveling in conjunction with the steeringshaft 31, and a gear provided on the rotation shaft of the steeringmotor 38 and traveling in conjunction with the rotation shaft of thesteering motor 38. When the rotation shaft of the steering motor 38rotates, the steering shaft 31 automatically rotates (revolves) via thegear mechanism 39 to change the steering direction of the front wheels7F so that the vehicle position coincides with the scheduled travelingline L2.

As shown in FIG. 1 , the tractor 1 is provided with a display device 45.The display device 45 is capable of displaying various information aboutthe tractor 1, at least the operation information of the tractor 1. Thedisplay device 45 is located in front of the operator seat 10.

As shown in FIG. 1 , the tractor 1 is provided with a setter switch 51.The setter switch 51 is a switch that switches to a setting mode that isset at least prior to the start of the automatic steering. The settingmode is a mode for making various settings related to the automaticsteering before starting the automatic steering, for example, setting astart and end point of the traveling reference line L1.

The setter switch 51 is switchable to ON or OFF, and outputs a signalthat the setting mode is enabled when it is ON, and outputs a signalthat the setting mode is disabled when it is OFF. The setter switch 51also outputs a signal to the display device 45 that the setting mode isenabled when it is ON, and outputs a signal to the display device 45that the setting mode is disabled when it is OFF.

The tractor 1 is provided with the steering changeover switch 52. Thesteering changeover switch 52 switches the start or end of the automaticsteering. In particular, the steering changeover switch 52 is switchablefrom the neutral position to up, down, forward, or backward, and issuesa start of the automatic steering when switched downward from theneutral position with the setting mode enabled, and issues an end of theautomatic steering when switched upward from the neutral position withthe setting mode enabled. The steering changeover switch 52 also issuesto set the current vehicle position to the start point P10 of thetraveling reference line L1 when switched from the neutral position tothe rear with the setting mode enabled, and the steering changeoverswitch 52 issues to set the current vehicle position to the end pointP11 of the traveling reference line L1 when switched from the neutralposition to the front with the setting mode enabled. That is, thesteering changeover switch 52 defines and functions as both of atraveling reference line setter witch for setting the start position(start point P10) of the traveling reference line L1 and a travelingreference line setter witch for setting the end position (end point P11)of the traveling reference line L1. The steering changeover switch 52may be configured separately from the traveling reference line setterswitch and the steering changeover switch 52, which switches the startor end of the automatic steering.

The tractor 1 is provided with a corrector switch 53. The correctorswitch 53 corrects the vehicle position (latitude and longitude)measured by the positioning device 40. That is, the corrector switch 53corrects the vehicle position (called the calculated vehicle position)calculated with the satellite signal (position of the positioningsatellite, transmission time, correction information, and the like) andthe measurement information (acceleration, angular velocity) measured bythe inertial measurement device 42.

The corrector switch 53 includes a push switch or a slide switch, whichcan be pressed or slidable. Hereinafter, a case in which the correctorswitch 53 is a push switch and a case in which the corrector switch 53is a slide switch respectively will be described.

When the corrector switch 53 is a push switch, the correction amount isset based on the number of operations of the push switch. The correctionamount is determined by the following formula: correction amount=numberof operations×correction amount per operation count. For example, asshown in FIG. 3A, each operation of the push switch increases the amountof correction by a few centimeters or tens of centimeters. The number ofoperations of the push switch is input to the first controller device60A, and the first controller device 60A sets (calculates) thecorrection amount based on the number of operations.

When the corrector switch 53 is a slide switch, the amount of correctionis set based on the amount of operation (displacement amount) of theslide switch. For example, the correction amount is determined by thecorrection amount=the amount of displacement from a predeterminedposition. For example, as shown in FIG. 3B, for every 5 mm increase inthe displacement of the slide switch, the amount of correction isincreased by a few centimeters or tens of centimeters. The amount ofoperation of the slide switch (displacement amount) is input to thefirst controller device 60A, and the first controller device 60A sets(calculates) the correction amount based on the displacement amount. Themethod of increasing the correction amount and the rate of increase isnot limited to the values described above.

In detail, as shown in FIGS. 4A and 4B, the corrector switch 53 includesa first corrector portion 53A and a second corrector portion 53B. Thefirst corrector portion 53A commands correction of the vehicle positioncorresponding to one side, that is, the left side, of the vehicle body 3in the width direction. The second corrector portion 53B commandscorrection of the vehicle position corresponding to the other side inthe width direction of the vehicle body 3, that is, the right side.

As shown in FIG. 4A, when the corrector switch 53 is a push switch, thefirst corrector portion 53A and the second corrector portion 53B are onor off switches that automatically return at each operation. The switchincluding the first corrector portion 53A and the switch including thesecond corrector portion 53B are integrated with the switch includingthe first corrector portion 53A. The switch including the firstcorrector portion 53A and the switch including the second correctorportion 53B may be disposed apart from each other. As shown in FIG. 3A,each time the first corrector portion 53A is pressed, the amount ofcorrection corresponding to the left side of the vehicle body 3 (theleft correction amount) is increased. Also, each time the secondcorrector portion 53B is pressed, the amount of correction correspondingto the right side of the vehicle body 3 (the right correction amount)increases.

As shown in FIG. 4B, when the corrector switch 53 is a slide switch, thefirst and second corrector portions 53A and 53B include a pinchingportion 55 that moves left or right along the longitudinal direction ofthe long hole. When the corrector switch 53 is a slide switch, the firstand second corrector portions 53A and 53B are spaced apart from eachother in the width direction. As shown in FIG. 3B, when the pinchingportion 55 is gradually displaced to the left side from thepredetermined reference position, the left correction amount increasesin accordance with the displacement amount. When the pinching portion 55is gradually displaced to the right side from the predeterminedreference position, the right correction amount increases in accordancewith the displacement amount. As shown in FIG. 4B, in the case of aslide switch, the first corrector portion 53A and the second correctorportion 53B are integrated together, and the reference position of thepinching portion 55 is set at the center, and when the pinching portion55 is displaced to the left from the reference position, the leftcorrection amount is set, and when the pinching portion 55 is displacedto the right from the middle position, the right correction amount isset.

Next, the relation between the correction amount (left and rightcorrection amounts) by the corrector switch 53, the scheduled travelingline L2, and the behavior of the tractor 1 (vehicle body 3) (travelingtrajectory) will be explained.

FIG. 5A shows the situation when the calculated vehicle position W1shifts to the right during the automatic steering and straight ahead. Asshown in FIG. 5A, when the automatic steering is started and the actualposition of the tractor 1 (vehicle body 3) (actual position W2) is thesame as the calculated vehicle position W1, and the actual position W2is the same as the scheduled traveling line L2, the tractor 1 willtravel along the scheduled traveling line L2. That is, in the sector P1where there are no errors in the positioning of the positioning device40 and the vehicle position (calculated vehicle position W1) detected bythe positioning device 40 is the same as the actual position W2, thetractor 1 travels along the scheduled traveling line L2. When there areno errors in positioning by the positioning system 40 and no correctionsare made, the calculated vehicle position W1 is the same as thecorrected vehicle position (corrected vehicle position) W3, corrected bythe correction amount. The corrected vehicle position W3 is calculatedby the following formula: corrected vehicle position W3=calculatedvehicle position W1−correction amount.

Here, in the vicinity of the position P20, although the actual positionW2 is not out of alignment with the scheduled traveling line L2, variouseffects cause errors in positioning by the positioning device 40, andthe vehicle position W1 detected by the positioning device 40 is shiftedto the right side with respect to the scheduled traveling line L2(actual position W2), resulting in the offset amount (gap or deviation)W4. Then, the tractor 1 judges that there is a gap between thecalculated vehicle position W1 and the scheduled traveling line L2, andsteers the tractor 1 to the left so that the offset amount W4 betweenthe calculated vehicle position W1 and the scheduled traveling line L2is eliminated. Then, the actual position W2 of the tractor 1 shifts tothe scheduled traveling line L2 by steering left. Then, it is supposedthat the operator notices that the tractor 1 has shifted from thescheduled traveling line L2 and steers the second corrector portion 53Bat position P21 to increase the right correction amount from zero. Theright-hand correction is added to the calculated vehicle position W1,and the corrected vehicle position W3 can be made to be the same orsubstantially the same as the actual position W2. In other words, thevehicle position of the positioning system 40 can be corrected by thesecond corrector portion 53B in the direction to eliminate the offsetamount W4 that occurred in the vicinity of the position P20. As shown inposition P21 in FIG. 5A, when the actual position W2 of the tractor 1 isfar to the left of the scheduled traveling line L2 after the vehicleposition correction, the tractor 1 can be steered to the right to bringthe actual position W2 of the tractor 1 in line with the scheduledtraveling line L2.

FIG. 5B shows a case in which the calculated vehicle position W1 shiftsto the left while the vehicle is moving straight ahead during theautomatic steering. As shown in FIG. 5B, when the actual position W2 andthe calculated vehicle position W1 coincide with the actual position W2and the scheduled traveling line L2 at the start of the automaticsteering, as in FIG. 5A, the tractor 1 travels along the scheduledtraveling line L2, as in FIG. 5A. That is, as in FIG. 5A, in the sectorP2 where there is no error in the positioning of the positioning device40, tractor 1 travels along the scheduled traveling line L2. Also, as inFIG. 5A, the calculated vehicle position W1 and the corrected bodyposition W3 are the same value.

When, at position P22, due to various effects, there is an error in thepositioning of the positioning device 40, and the vehicle position W1detected by the positioning device 40 is shifted to the left siderelative to the actual position W2, and the offset amount (gap ordeviation) W5 is maintained, then the tractor 1 resolves the offsetamount W5 between the calculated vehicle position W1 and the scheduledtraveling line L2. The tractor 1 is steered to the right so as to do so.Then, it is determined that the operator notices that tractor 1 is outof alignment with the scheduled traveling line L2 and the operatorsteers the first corrector portion 53A at position P23 to increase theleft correction amount from zero. Then, the left correction amount isadded to the calculated vehicle position W1, and the corrected vehicleposition (corrected body position) W3 can be made the same orsubstantially the same as the actual position W2. In other words, bysetting the left correction amount using the first corrector portion53A, the vehicle position of the positioning system 40 can be correctedin a direction that eliminates the offset amount W5 that occurred in thevicinity of position P22. As shown in position P23 in FIG. 5B, when theactual position W2 of the tractor 1 is far to the right of the scheduledtraveling line L2 after the vehicle position correction, the tractor 1can be steered to the left to bring the actual position W2 of thetractor 1 in line with the scheduled traveling line L2.

Next, the setter switch 51 and the corrector switch 53 will bedescribed.

As shown in FIG. 6 , the outer perimeter of the steering shaft 31 iscovered by the steering post 180. The outer perimeter of the steeringpost 180 is covered by a cover 177. The cover 177 is provided in frontof the operator seat 10. The cover 177 includes a panel cover 178 and acolumn cover 179.

The panel cover 178 supports the display device 45. The upper panelportion 178 a of the panel cover 178 is provided with a support portion178 e that supports the display device 45. The support portion 178 esupports the display device 45 in front of the steering shaft 31 andbelow the steering handle 30. The upper plate portion 178 a includes anattachment surface 178 f to which the setter switch 51 and the correctorswitch 53 are attached. The attachment surface 178 f is located behindthe support portion 178 e and below the steering handle 30. The supportportion 178 e and the attachment surface 178 f are continuous, with thesupport portion 178 e located in front of the upper plate portion 178 aand the attachment surface 178 f located at the rear portion of theupper plate portion 178 a. The setter switch 51 and corrector switch 53are mounted on the attachment surface 178 f. The setter switch 51 andthe corrector switch 53 are thus arranged around the steering shaft 31.

A shuttle lever 181 protrudes from the left plate portion 178 b of thepanel cover 178. The shuttle lever 181 switches the direction oftraveling of the vehicle body 3. In more detail, by operating (pivoting)the shuttle lever 181 forward, the forward/backward switching portion 13is in a state of outputting the forward traveling power to the travelingdevice 7, and the traveling direction of the vehicle body 3 is switchedto a forward traveling direction. By operating (pivoting) the shuttlelever 181 backward, the forward/backward switching portion 13 outputsbackward traveling power to the traveling device 7, and the travelingdirection of the vehicle body 3 is switched to the backward travelingdirection. When the shuttle lever 181 is in the neutral position, nopower is output to the traveling device 7.

The column cover 179 is disposed below the steering wheel 30 and coversthe outer perimeter of the upper portion of the steering shaft 31. Thecolumn cover 179 preferably has a substantially square cylinder shapeand protrudes upward from the attachment surface 178 f of the panelcover 178. In other words, the attachment surface 178 f is providedaround the perimeter of the column cover 179. Thus, the setter switch 51and corrector switch 53 mounted on the attachment surface 178 f arelocated around the perimeter of the column cover 179.

Next, the arrangement of the setter switch 51, the steering changeoverswitch 52, and the corrector switch 53 will be described in detail. Asshown in FIG. 6 , the setter switch 51, the steering changeover switch52, and the corrector switch 53 are arranged around the steering shaft31.

The setter switch 51 is located on one side (left side) of the steeringshaft 31. The steering changeover switch 52 is located on one side (leftside) of the steering shaft 31. In the case of this preferredembodiment, the steering changeover switch 52 includes a pivotablelever. The steering changeover switch 52 is pivotable with a base pointon the steering shaft 31 side. The base end of the steering changeoverswitch 52 is provided inside the column cover 179. The steeringchangeover switch 52 protrudes on one side (left side) of the columncover 179.

The corrector switch 53 is located on the other side (right side) of thesteering shaft 31. More specifically, the corrector switch 53 isdisposed on the right side and rearward (diagonally right rearward) ofthe steering shaft 31. The corrector switch 53 is disposed to the rightand rear (diagonally right rear) of the column cover 179 in relation tothe column cover 179. The corrector switch 53 is disposed at the rightrear portion of the attachment surface 178 f in relation to theattachment surface 178 f of the panel cover 178. The fact that thecorrector switch 53 is disposed at the rear portion of the inclinedattachment surface 178 f allows for a longer distance between thecorrector switch 53 and the steering wheel 30. This can more reliablyprevent unintentional operation of the corrector switch 53 and steeringwheel 30.

As mentioned above, the setter switch 51, the steering changeover switch52, the corrector switch 53 are arranged around the steering shaft 31.In other words, the setter switch 51, the steering changeover switch 52,and the corrector switch 53 are present in a centralized location aroundthe steering shaft 31. Thus, the operator can clearly understand thelocation of each switch at a glance. In addition, the operator canoperate each switch without changing his or her posture while seated onthe operator seat 10. As a result, the operability of the switches isimproved and erroneous operation can be prevented. In addition, theharnesses (wiring) distributed from each switch can be shortened.

In addition, the above-mentioned switch arrangement may be arranged withthe left and right sides interchanged. That is, one side may be on theleft and the other side on the right, or one side may be on the rightand the other side on the left. In particular, for example, the setterswitch 51 and the steering changeover switch 52 may be located on theright side of the steering shaft 31, and the corrector switch 53 may belocated on the left side of the steering shaft 31.

As shown in FIG. 1 , the tractor 1 is provided with a plurality ofcontroller devices 60. The plurality of controller devices 60 areconfigured or programmed to control the traveling system, control theworking system, calculate the vehicle position, and the like in thetractor 1. The plurality of controller devices 60 include a firstcontroller device 60A, a second controller device 60B, and a thirdcontroller device 60C.

The first controller device 60A receives the satellite signal receivedby the receiver 41 (received information) and the measurementinformation (acceleration, angular velocity, and the like) measured bythe inertial measurement device 42, and determines the vehicle bodyposition based on the received information and the measurementinformation. For example, when the correction amount by the correctorswitch 53 is zero, that is, the correction of the vehicle position bythe corrector switch 53 is not commanded, the first controller device60A does not correct the calculated vehicle position W1 calculated basedon the received information and the measurement information, anddetermines the calculated vehicle position W1 as the vehicle position tobe used for the automatic steering. On the other hand, when thecorrector switch 53 is commanded to correct the vehicle body position,the first controller device 60A sets the correction amount of thevehicle body position based on either the number of operations of thecorrector switch 53 or the amount of operation of the corrector switch53 (displacement amount), and then determines, as the vehicle positionto be used for the automatic steering, the corrected vehicle position W3obtained by correcting the calculated vehicle body position W1 with thecorrection amount.

The first controller device 60A sets a control signal based on thevehicle position (calculated vehicle position W1, corrected bodyposition W3) and the scheduled traveling line L2, and outputs thecontrol signal to the second controller device 60B. The secondcontroller device 60B includes an automatic steering controller portion200. The automatic steering controller portion 200 includes anelectrical and electronic circuit in the second controller device 60B, acomputer program stored in a CPU, and the like. The automatic steeringcontroller portion 200 controls the steering motor 38 of the automaticsteering mechanism 37 so that the vehicle body 3 travels along thescheduled traveling line L2 based on a control signal output from thefirst controller device 60A.

As shown in FIG. 7 , when the deviation between the vehicle position andthe scheduled traveling line L2 is less than a threshold value, theautomatic steering controller portion 200 maintains the rotation angleof the rotation axis of the steering motor 38. When the deviationbetween the vehicle body position and the scheduled traveling line L2(position deviation) is greater than or equal to the threshold value andthe tractor 1 is located on the left side with respect to the scheduledtraveling line L2, the automatic steering controller portion 200 rotatesthe rotation axis of the steering motor 38 so that the steeringdirection of the tractor 1 is in the right direction. That is, theautomatic steering controller portion 200 sets the steering angle in theright direction so that the position deviation is zero. When thedeviation between the vehicle position and the scheduled traveling lineL2 is greater than or equal to a threshold value and the tractor 1 islocated on the right side with respect to the scheduled traveling lineL2, the automatic steering controller portion 200 rotates the rotationalaxis of the steering motor 38 so that the steering direction of thetractor 1 is in a left direction. That is, the automatic steeringcontroller portion 200 sets the steering angle in the left direction sothat the position deviation is zero. In the above-described preferredembodiment, the steering angle of the steering device 11 is changedbased on the deviation between the vehicle body position and thescheduled traveling line L2. However, when the orientation of thescheduled traveling line L2 differs from the orientation of thedirection of the tractor 1 (vehicle body 3) in the direction of travel(traveling direction) (vehicle body orientation) F1, that is, thevehicle body orientation to the scheduled traveling line L2. When theangle θg of F1 is greater than or equal to a threshold value, theautomatic steering controller portion 200 may set the steering angle sothat the angle θg becomes zero (vehicle orientation F1 matches theorientation of the scheduled traveling line L2). The automatic steeringcontroller portion 200 may also set a final steering angle in theautomatic steering based on the steering angle obtained based on thedeviation (position deviation) and the steering angle obtained based onthe orientation (orientational deviation). The setting of the steeringangle in the automatic steering in the above-described preferredembodiments is an example and is not limited thereto.

The third controller device 60C raises and lowers the coupler portion 8in response to the operation of an operating member provided around theoperator seat 10. The first controller device 60A, the second controllerdevice 60B and the third controller device 60C may be integrated. Thecontrol of the traveling system, the control of the working system, andthe calculation of the vehicle position as described above are notlimited.

As described above, the tractor 1 (vehicle body 3) can be steeredautomatically by the controller device 60.

Now, to perform the automatic steering after the setting of thetraveling reference line L1, the conditions for the automatic steeringmust be adjusted. For example, as shown in FIG. 8 , when the tractor 1is turned and the tractor 1 meanders more than a predetermined distancebefore the automatic steering (when the vehicle orientation of thetractor 1 differs significantly from the traveling reference line L1),even when the automatic steering is started, it is not possible to steerthe tractor along the scheduled traveling line L2 parallel orsubstantially parallel to the traveling reference line L1. When it isdifficult to steer tractor 1 in manual handling, the second controllerdevice 60B determines that the conditions for the automatic steering arenot in place.

The second controller device 60B permits the automatic steering at leastbefore the automatic steering, that is, based on a plurality of steeringangles θn (n=1, 2, 3 . . . n) of the steering device 11 when the tractor1 (vehicle body 3) has traveled a predetermined distance under manualsteering.

As shown in FIG. 1 , the second controller device 60B is provided with asteering angle obtainer portion 201 and a steering judgment portion 202,in addition to the automatic steering controller portion 200. Thesteering angle obtainer portion 201 and the steering judgment portion202 include electrical and electronic circuits in the second controllerdevice 60B, a computer program stored in a CPU or the like.

The steering angle obtainer portion 201 acquires a plurality of steeringangles θn of the steering device 11 at least during the manual steering.The steering angle obtainer portion 201 acquires the steering angle θndetected by the steering angle detector device 205 on the vehicle body 3at a predetermined time interval. As shown in FIG. 9 , it is supposed,for example, that the automatic steering is terminated when the steeringchangeover switch 52 is operated at position P12. After position P12,the steering angle θ in the turning interval T1 is a large value and thesteering angle obtainer portion 201 does not acquire the steering angleθ in the turning interval T1 because the steering angle θ is a largevalue and the steering angle obtainer portion 201 can determine that thetractor 1 is in a turning state. The steering angle obtainer portion 201continuously acquires a plurality of steering angles θn after positionP13 where at least the current steering angle θM1 is less than or equalto the steering angle of the turn (the turning judgment steering angleθM2). The steering angle obtainer portion 201 acquires a plurality ofsteering angles θn within a predetermined judging distance J1 fromposition P13, for example, or within a predetermined judging time fromposition P13 by the tractor 1.

The steering judgment portion 202 determines whether to permit the startof the automatic steering based on the plurality of steering angles θnacquired by the steering angle obtainer portion 201. The steeringjudgment portion 202 permits the start of the automatic steering whenthe variation of the plurality of steering angles θn acquired by thesteering angle obtainer portion 201 is within a predetermined range, anddoes not permit the automatic steering when the variation of theplurality of steering angles θn is out of the predetermined range.

As shown in FIG. 10A, the steering judgment portion 202, for example,finds the standard deviation and the average value of the plurality ofsteering angles θn, and permits the start of the automatic steering whenall the steering angles θn are within 3σ. On the other hand, as shown inFIG. 10B, the steering judgment portion 202 does not permit the start ofthe automatic steering when some of the steering angles θn are in aregion that exceeds 3σ. In other words, the steering judgment portion202 permits the automatic steering when the steering of the steeringhandle 30 is stable and the vehicle body 3 is considered to be moving ina straight direction, and does not permit the automatic steering whenthe steering of the steering handle 30 is not stable and the vehiclebody 3 is not considered to be moving in a straight direction. In theabove-mentioned preferred embodiment, it is assumed that the steeringangle obtainer portion 201 does not acquire a plurality of steeringangles θn during turn traveling, but instead, the steering angleobtainer portion 201 may acquire a plurality of steering angles θnduring turn traveling, and the steering judgment portion 202 may removethe steering angle θn during turn traveling from the plurality ofsteering angles θn acquired by the steering angle obtainer portion 201,and then may judge the automatic steering with use of the removedsteering angle θn.

The automatic steering controller portion 200 controls the steeringdevice 11 as described above when the start of the automatic steering isswitched by the steering changeover switch 52 when the start of theautomatic steering is judged to be permitted by the steering judgmentportion 202, and the automatic steering is performed as described above.

The display device 45 is capable of displaying that the start of theautomatic steering has been determined to be permitted by the steeringjudgment portion 202. As shown in FIG. 11 , when a predetermined actionis performed on the display device 45, the display device 45 displaysthe driving screen M1.

The driving screen M1 includes an operation display portion 61 showingoperation information. The operation display portion 61 includes arevolutions display portion 62 that displays the number of revolutionsof the prime mover 4 (motor speed) as operation information. Therevolutions display portion 62 includes a level display portion 63. Thelevel display portion 63 displays the number of prime mover revolutionsin stages. For example, the level display portion 63 includes a scaleportion 65 and an indicator portion 80. The scale portion 65 has, forexample, a first line 65A and a plurality of second lines 65B allocatedat predetermined intervals along the first line 65A. The scale portion65 also has a third line 65C separated from the first line 65A atpredetermined intervals. The first line 65A and the third line 65C are,for example, formed in a semicircular shape, with one end (for example,the left side) representing the minimum value and the other end (forexample, the right side) representing the maximum value.

The indicator portion 80 is a bar that varies in length according to themagnitude of the prime mover speed. The indicator portion 80 is locatedbetween the first line 65A and the third line 65C, for example, and hasthe shortest length at one end (left side) of the first line 65A and thethird line 65C when the value of the prime mover speed is the minimumvalue of zero and has the longest length extending from one end (leftside) of the first line 65A and the third line 65C to the other end ofthe first line 65A and the third line 65C (right side) when the value ofthe prime mover speed is the maximum value. The revolutions displayportion 62 includes a numeric display portion 64. The numeric displayportion 64 displays the number of prime mover revolutions in numbers.For example, the revolutions display portion 62 is located inside thesemicircle of the first line 65A and the third line 65C.

Thus, according to the operation display portion 61, the revolutionsspeed of the prime mover such as the engine speed can be displayed insteps on the level display portion 63 and displayed numerically by therevolutions display portion 62.

The driving screen M1 includes an icon display portion 67 to display aplurality of icons 66. The icon display portion 67 is the portion wherevarious information is indicated by the icon portion 66. That is, thesetting relating to the traveling such as the automatic steering, forexample, the setting state set in the setting mode is displayed on theicon portions 66. The icon display portion 67 is located in a differentposition from the driving display portion 61, for example, at the top ofthe driving screen M1.

The plurality of icon portions 66 include the first icon portion 66A,the second icon portion 66B, the third icon portion 66C, the fourth iconportion 66D, the fifth icon portion 66E, the sixth icon portion 66F, andthe seventh icon portion 66G. The driving screen M1 need not have all ofthe plurality of icon portions 66 (66A, 66B, 66C, 66D, 66E, 66F, and66G) and is not limited to the preferred embodiments described above.

The first icon portion 66A is displayed when a warning is issued. Thesecond icon portion 66B is displayed when the start point P10 of thereference traveling line L1 is set. The third icon portion 66C isdisplayed when the end point P11 of the reference traveling line L1 isset.

The fourth icon portion 66D is displayed when the automatic steering ispermitted. For example, the fourth icon portion 66D is displayed whenthe setting mode is valid and the setting of the traveling referenceline L1 is completed, and the steering judgment portion 202 of thesecond controller device 60B has given permission for the automaticsteering. By looking at the fourth icon portion 66D, the operator cansee that the automatic steering is permitted. The operator can thenstart the automatic steering by operating the steering changeover switch52.

The fifth icon portion 66E is displayed when the coupler portion 8 is inthe lifted and lowered state. The sixth icon portion 66F is displayedwhen the 4WD is in a state of increasing the speed. The seventh iconportion 66G changes color and other colors depending on the receivingsensitivity of the receiving signal of the receiver device 41.

In the above-described preferred embodiment, the condition forpermission of the automatic steering is that the variation of theplurality of steering angles θn is within a predetermined range, but itmay be added to the condition that the orientation of the tractor 1(vehicle body 3) before the automatic steering is within a predeterminedrange with respect to the orientation of the traveling reference lineL1. As shown in FIG. 9 , in a situation where the tractor 1 (vehiclebody 3) is traveling in a judgment distance J1 after the position P13,the second controller device 60B permits the automatic steering withrespect to the steering when the variation of the plurality of steeringangles θn is within a predetermined range (first permit), and theorientation of the tractor 1 (vehicle body 3) calculated by thepositioning device 40 and others is the automatic steering with respectto orientation is permitted (second permit) when the orientation F1 andthe direction of the traveling reference line L1 (direction ofextension) calculated by the positioning device 40 and the like arewithin a predetermined range. The second controller device 60B thenstarts the automatic steering when the first and second permissions arealigned and the operator switches the start of the automatic steering.

The working vehicle 1 includes the steering device 11 including thesteering handle 30, the vehicle body 3 capable of traveling either inthe manual steering with the steering handle 30 or in the automaticsteering of the steering handle 30 based on the traveling reference lineL1, and the controller device 60B that permits the automatic steeringbased on a plurality of steering angles of the steering device 11obtained when the vehicle body 3 travels in a predetermined distance inthe manual steering. According to this configuration, in a situationwhere the working vehicle 1 is traveling in the manual steering, it ispossible to determine whether or not it is possible to shift from themanual steering to the automatic steering based on a plurality ofsteering angles, that is, the state of the transition of the steeringangles.

For example, as shown in FIG. 12 , when the working vehicle 1 istraveling on a right downward slope (a higher left side and lower rightside slope as viewed from the working vehicle 1), the vehicle may beallowed to travel straight with the steering of the steering device 11fixed to the left. In other words, when the steering direction of thesteering device 11 is steered to the left, the vehicle will turn to theleft in response to the steering direction on a level ground, but willtravel straight on a slope, and the steering angle θ will be relativelylarge continuously compared to that on a level ground. Thus, in the caseof an inclined ground, even when the steering angle θ is larger than ona level ground and continues continuously, the working vehicle 1 canproperly judge straight ahead not only on a level ground but also on aninclined ground because the automatic steering is judged by a pluralityof steering angles θn as described above, even when the steering angle θis larger than on a level ground. This allows the working vehicle 1 totravel stably when switching from the manual steering to the automaticsteering.

The working vehicle 1 is provided with the steering changeover switch 52to switch either the start or end of the automatic steering. And, thecontroller device 60B includes the steering angle obtainer portion 201that acquires a plurality of steering angles, the steering judgmentportion 202 that determines whether or not to permit the start of theautomatic steering based on the plurality of steering angles acquired bythe steering angle obtainer portion 201, and the automatic steeringcontroller portion 200 that controls the steering device 11 to performthe automatic steering when the start of the automatic steering isswitched by the steering changeover switch 52 in a state determined tobe permitted by the steering judgment portion 202. According to thisconfiguration, a plurality of steering angles during the manual steeringcan be acquired by the steering angle obtainer portion 201, and theautomatic steering can be performed by the automatic steering controllerportion 200 after properly determining whether the automatic steeringcan be performed based on the plurality of steering angles by thesteering judgment portion 202.

The working vehicle 1 is provided with the display device 45 thatdisplays that the start of the automatic steering is determined to bepermitted by the steering judgment portion 202. According to thisconfiguration, the operator can easily understand whether or not thestart of the automatic steering is permitted by simply looking at thedisplay device 45.

The steering judgment portion 202 permits the start of the automaticsteering when the variation of the multiple steering angles is within apredetermined range. According to this configuration, the switch frommanual to the automatic steering, that is, the start of the automaticsteering, can be properly performed when the steering angles are stable.

The working vehicle 1 is provided with the positioning device 40configured to detect the position of the vehicle body 3, and thereference traveling line setter switch configured to set the position ofthe vehicle body 3 detected by the positioning device 40 to the startand end positions of the traveling reference line L1. According to thisconfiguration, the reference traveling line setter switch allows thesetting of the traveling reference line L1 to be easily performed.

A second preferred embodiment of the present invention will be describedbelow.

Now, the controller device 60 changes the control of the automaticsteering based on the inclining of the vehicle body 3. The tilt of thevehicle body 3 is detected by an inclination detector device installedin the tractor 1 (vehicle body 3). In this second preferred embodiment,the inclination detector device is, for example, the inertialmeasurement device 42 including an acceleration sensor to detectacceleration, a gyroscope to detect angular velocity, and the like,which can detect the tractor 1 (vehicle body 3). In addition, theinclination detector device may be a device including a plurality ofpositioning devices 40 (for example, a GPS compass, and the like), or itmay be any other device.

As shown in FIG. 1 , the automatic steering controller portion 200includes a parameter corrector portion 200 a, a steering anglecalculator portion 200 b, and a steering controller portion 200 c. Theparameter corrector portion 200 a, the steering angle calculator portion200 b, and the steering controller portion 200 c include electrical andelectronic components provided in the controller device 60, a computerprogram incorporated in the controller device 60, and the like.

The parameter corrector portion 200 a changes a parameter to be appliedin the automatic steering based on the inclination of the vehicle body 3detected by the inclination detector device. For example, when the fieldon which the tractor 1 (vehicle body 3) travels is flat, the directionof traveling of the tractor 1 is easy to change to follow the magnitudeof the steering angle of the steering device 11. On the other hand, whenthe work field in which the tractor 1 (vehicle body 3) travels is on aslope, the relation between the magnitude of the steering angle and thechange in the direction of traveling of the tractor 1 changes more thanon flat ground, since the tractor 1 (vehicle body 3) is affected by theslope. Thus, the parameter corrector portion 200 a changes the parameterwhen the inclination of the vehicle body 3 detected by the inclinationdetector device is greater than or equal to a predetermined threshold.

For example, as shown in FIG. 14 , when the tractor 1 is steered to oneside (left side) of the tractor 1 in a work field where one side (leftside) of the tractor 1 is high and the other side (right side) of thetractor 1 is low, that is, when the tractor 1 is steered toward theupward direction (upward) UP1, the parameter corrector portion 200 achanges the parameter so that the steering angle is greater than asteering angle on a level ground without inclination. For example, theparameter corrector portion 200 a corrects the parameter to increase thesteering angle when either the angle of inclination of the vehicle body3 in the width direction (roll angle) or the angle of inclination of thevehicle body 3 in the direction of travel (pitch angle) is other than apredetermined value, for example, +5 degrees (deg) or more.

On the other hand, when tractor 1 is steered to the other side (rightside) of a downward slope, that is, when tractor 1 is steered in thedownward direction (downward side) DN1, the parameter corrector portion200 a changes the parameter so that the steering angle is smaller than asteering angle on a level ground without inclination. For example, theparameter corrector portion 200 a corrects the parameter in a directionthat decreases the steering angle when either the roll angle of thevehicle body 3 or the pitch angle of the vehicle body 3 is other than apredetermined value, for example, −5 degrees (deg) or less. Thethreshold for the inclination of the vehicle body 3 is an example and isnot limited thereto.

The parameter correction and the automatic steering by the parametercorrector portion 200 a will be described in detail below.

The parameter corrector portion 200 a determines the control gain G1,which is a parameter that determines the steering angle, based on thecorrection factor SG1 and a reference value (constant) SD1. That is, theparameter corrector portion 200 a obtains the control gain G1 by thecontrol gain G1=the correction factor SG1×the reference value SD1. Here,the correction factor SG1 is a value that is changed according to theslope. The reference value SD1 is a constant value set to find thecontrol gain G1.

When the vehicle is traveling with the automatic steering over a workfield without inclination, that is, when the angle of the vehicle body 3detected by the inclination detector device is zero, the parametercorrector portion 200 a sets the correction factor SG1 to 1.0 to obtainthe control gain G1. When the angle of the vehicle body 3 is within apredetermined range, the parameter corrector portion 200 a also sets thecorrection factor SG1 to 1.0. In other words, the parameter correctorportion 200 a sets the control gain G1 corresponding to the level groundwhen the inclination of the vehicle body 3 is not large.

As shown in FIG. 14 , when steering is performed in the upward directionUP1 under a situation where the vehicle body 3 is traveling on aninclined field with the automatic steering (the angle of the vehiclebody 3 detected by the tilt detector, that is, either the roll angle orthe pitch angle is out of the predetermined range), the parametercorrector portion 200 a can adjust the correction factor SG1. Thecontrol gain G1 is changed by increasing the correction factor SG1 from1.0 and multiplying the increased correction factor SG1 by the referencevalue (constant) SD1. The parameter corrector portion 200 a increasesthe correction factor SG1 as the inclination of the vehicle body 3increases, that is, as the slope increases. In other words, theparameter corrector portion 200 a increases the amount of correction ofthe control gain G1, that is, the amount of increase in the correctionfactor SG1, as the inclination of the vehicle body 3 in the upwarddirection increases.

When steering is performed in the downward direction DN1, the parametercorrector portion 200 a changes the control gain G1 by decreasing thecorrection factor SG1 more than 1.0 and multiplying the decreasedcorrection factor SG1 by a reference value (constant) SD1. The parametercorrector portion 200 a decreases the correction factor SG1 as theinclination of the vehicle body 3 in the downward direction increases,that is, as the slope in the downward direction becomes stronger. Inother words, the parameter corrector portion 200 a increases the amountof correction of the control gain G1, that is, the amount of decrease ofthe correction factor SG1, as the inclination of the vehicle body 3 inthe downward direction increases.

The steering angle calculator portion 200 b calculates the steeringangle of the steering device 11 to reduce the deviation based on thedeviation between the scheduled line L2 and the vehicle body 3 (apositional deviation and an orientational deviation) and the parameters.In particular, the steering angle in the automatic steering isdetermined based on the position deviation, ΔL1, between the vehiclebody position (a calculated vehicle body position W1 and a correctedvehicle position W3) and the scheduled traveling line L2, and thecontrol gain G1 determined by the parameter corrector portion 200 a. Thesteering angle calculator portion 200 b determines the steering angleby, for example, multiplying the position deviation ΔL1 by the controlgain G1. The steering angle calculator portion 200 b may use the controlgain G1 to determine the steering angle, and the method for calculatingthe steering angle is not limited thereto.

Alternatively, the steering angle calculator portion 200 b determinesthe steering angle in the automatic steering based on the orientationaldeviation between the vehicle orientation and the scheduled travelingline L2 and the control gain G1 determined by the parameter correctorportion 200 a. The steering angle calculator portion 200 b obtains thesteering angle by, for example, multiplying the orientational deviationby the control gain G1.

The steering controller portion 200 c controls the steering device 11based on the steering angle (calculated steering angle) calculated bythe steering angle calculator portion 200 b. As described above, thesteering controller portion 200 c controls the steering motor 38 so thatwhen the tractor 1 is located on the left side with respect to thescheduled traveling line L2, the steering angle of the tractor 1 in theright direction is the calculated steering angle. The steeringcontroller portion 200 c controls the steering motor 38 so that thesteering angle of the tractor 1 in the left direction of the tractor 1is the arithmetic steering angle when the tractor 1 is located on theright side with respect to the scheduled traveling line L2, as describedabove.

As shown in FIG. 15A, when tractor 1 is steered in the downwarddirection, when steering is performed at a steering angle θ1 withoutcorrecting the control gain G1, the vehicle body 3 is subjected to anexternal force F in the lowland direction (slope direction) due to theslope, and the direction of traveling of the tractor 1 changessignificantly, and the travel trajectory K changes quickly than that ona level ground. This causes the tractor 1 to move to a position where itovershoots the scheduled traveling line L2.

On the other hand, when the tractor 1 is steered in the downwarddirection, when the inclination of the vehicle body 3 obtained from theslope detector is greater than a predetermined value, the control gainG1 is changed by the parameter corrector portion 200 a, so that thesteering angle θ2 in the automatic steering, as shown in FIG. 15B, isbecomes smaller than the steering angle θ1 in FIG. 15A. Thus, even whenthe traveling body 3 is subjected to an external force F in the lowlanddirection (inclination direction) due to the inclination, the change inthe direction of traveling of the tractor 1 can be reduced, and thetravel trajectory K can easily be made to match the scheduled travelingline L2.

As shown in FIG. 16A, when the tractor 1 is steered in the upwarddirection, when the steering is performed at a steering angle θ1 withoutcorrecting the control gain G1, the vehicle body 3 receives an externalforce F in the lowland (sloping) direction, so the change in thedirection of traveling of the tractor 1 is small, and the traveltrajectory K changes more gradual than that on level ground. Thus, thetractor 1 will remain in a position before the scheduled traveling lineL2.

On the other hand, when the tractor 1 is steered in the upwarddirection, when the inclination of the vehicle body 3 obtained from theinclination detector device is greater than a predetermined value, thecontrol gain G1 is changed by the parameter corrector portion 200 a, sothat the steering angle θ3 in the automatic steering, as shown in FIG.16B, becomes larger than the steering angle θ1 in FIG. 15A. Thus, evenwhen the traveling body 3 is subjected to an external force F in thelowland direction (inclination direction) due to the inclination, thechange in the direction of traveling of the tractor 1 can be increased,and the travel trajectory K can easily be made to match the planned lineL2.

In FIGS. 15A and 15B, and FIGS. 16A and 16B, the explanation was givenfor the width direction with respect to the vehicle body 3. However, thesame effect can be achieved when the vehicle body 3 is inclined withrespect to the direction of traveling of the vehicle body 3, whether itis uphill or downhill. For example, when the angle of inclination (pitchangle) of the vehicle body 3 with respect to the direction of travel isgreater than a predetermined value compared to that of the level ground,and the angle is an upward slope as viewed from the vehicle body 3, thecontrol gain G1 is increased by the parameter corrector portion 200 a,so that the steering angle θ3 in response to the pitch angle is greaterthan the steering angle θ1 set without correction. This makes it easierto change the direction of traveling of the vehicle body 3 when thevehicle body 3 is moving up the field compared to the changing on thelevel ground.

When the inclination angle (pitch angle) of the vehicle body 3 in thedirection of travel is greater than the predetermined angle of travel(pitch angle) of the vehicle body 3 compared to the level ground, andthe angle is a downward slope as viewed from the vehicle body 3, thecontrol gain G1 is reduced by the parameter corrector portion 200 a, sothat the steering angle θ2 in response to the pitch angle is smallerthan the steering angle θ1 set without correction. Thus, when thevehicle body 3 is moving down the field, the direction of traveling ofthe vehicle body 3 can be changed more gradually compared to thechanging on level ground.

The working vehicle 1 includes the steering device 11 to change theorientation of the vehicle body 3, the inclination detector device todetect the inclination of the vehicle body 3, a steering anglecalculator portion 200 b to calculate the steering angle of the steeringdevice 11 to reduce the deviation based on the deviation between theplanned line L2 and the vehicle body 3 and predetermined parameters, andthe parameter corrector portion 200 a to change a parameter to beapplied to the steering angle calculator portion 200 b based on theinclination of the vehicle body 3 detected by the inclination detectordevice. According to this configuration, when the vehicle body 3 issteered by the steering device 11, which reduces the deviation betweenthe scheduled traveling line L2 and the vehicle body 3, the parameter tobe applied to the steering angle calculator portion 200 b is changedwhen the vehicle body 3 is inclined, so that the steering behavior ofthe vehicle body 3 can be changed in response to the inclination of thevehicle body 3. For example, when the vehicle body 3 is traveling on asloping ground, it can easily be made to travel along the scheduledtraveling line L2.

The parameter corrector portion 200 a changes the parameter when theinclination of the vehicle body 3 detected by the inclination detectordevice is greater than or equal to a predetermined threshold value.According to this configuration, the parameter is corrected undercircumstances where the leaning of the vehicle body 3 affects thesteering, that is, when the leaning of the vehicle body 3 is greaterthan or equal to the threshold, so that the vehicle body 3 can be drivenalong the scheduled traveling line L2 both on flat ground with littleleaning and on sloping ground with large leaning.

The parameter corrector portion 200 a corrects the parameter in adirection in which the steering angle increases when the inclination ofthe vehicle body 3 obtained from the inclination detector deviceindicates an upward direction, and corrects the parameter in a directionin which the steering angle decreases when the inclination of thevehicle body 3 indicates a downward direction. In this manner, forexample, when the vehicle body 3 is traveling upward on a slopingground, the parameter is corrected to increase the steering angle bycorrecting the parameter, thus eliminating the difficulty of the vehiclebody 3 in turning due to the influence of the hill climbing. Forexample, when the vehicle body 3 traveling downward on a sloping ground,the parameter correction reduces the steering angle so that the vehiclebody 3 does not turn too much due to the effect of the hill descending.

The parameter corrector portion 200 a increases the amount of correctionof the parameter in accordance with the increase in the inclination ofthe vehicle body 3 acquired from the inclination detector device. Inthis manner, the amount of correction can be increased in accordancewith the slope, whether the vehicle body 3 is traveling up or down aslope, and the steering can be performed based on an inclination of theslope.

The parameter corrector portion 200 a changes the control gain tocalculate the steering angle of the steering device 11 as a parameter.According to this configuration, the steering angle can be easilyobtained by changing the control gain SG1.

Other configurations of the second preferred embodiment are configuredin the same way as the first preferred embodiment.

Next, a third preferred embodiment of the present invention will bedescribed below.

Now, in order to perform the automatic steering after the setting of thetraveling reference line L1, it is necessary to adjust the conditionsfor the automatic steering. For example, as shown in FIG. 17 , when,after turning the tractor 1 and before the automatic steering, theorientation of the tractor 1 in the direction of travel (vehicleorientation) F1 and the orientation of the travel reference line L1(line orientation) F2 are significantly different, it is difficult tosteer the tractor 1 along the planned travel line L2, which is parallelor substantially parallel to the travel reference line L1, even whenautomatic steering is initiated. In such a case, the second controllerdevice 60B determines that the conditions for the automatic steering arenot satisfied.

The second controller device 60B makes a determination (judgment)whether or not to permit the automatic steering at least prior to theautomatic steering, that is, based on the vehicle orientation F1 of thetractor 1 (vehicle body 3) and the orientation of the travelingreference line L1 (line orientation) F2 in the manual steering. As shownin FIG. 1 , the second controller device 60B is provided with anorientation judgment portion (orientation judgment circuit) 207. Theorientation judgment portion 207 includes an electrical and electroniccircuit in the second controller device 60B, a computer program storedin a CPU or the like. The orientation judgment portion 207 permits theautomatic steering when the orientational difference ΔF between thevehicle orientation F1 and the line orientation F2 is within thejudgment range G1, and does not permit the automatic steering when it isout of the judgment range G1.

FIG. 18 shows the relation between the orientational difference ΔF andthe judgment range G1. As shown in FIG. 18 , the judgment range G1 is arange shown as negative on one side (left side) and positive on theother side (right side), centered on a reference traveling line 210(reference traveling line 210) where the vehicle orientation F1 and theline orientation F2 coincide (the reference traveling line 210 where theorientational difference ΔF is zero). The lower limit Gmin of thejudgment range G1 is on the negative side, and the upper limit Gmax, ison the positive side. In FIG. 18 , the positive and negative in thejudgment range G1 are set for convenience and are not limited to theexamples described above.

When the inclination of the vehicle body 3 of the tractor 1 in the widthdirection of the tractor 1, that is, when the roll angle of the vehiclebody 3 is horizontal and the slope is zero (level ground), the lowerlimit Gmin and the upper limit Gmax of the judgment range G1 arepredetermined values, and when the lower limit Gmin and the upper limitGmax are considered in absolute values, they are the same values.

Thus, in a state where the tractor 1 is traveling in a horizontal statewithout leaning in the width direction, that is, in a state where thetractor 1 is traveling in a work field without inclining, when theorientational difference ΔF between the vehicle orientation F1 and theline orientation F2 is within the judgment range G1, the orientationjudgment portion 207 permits the automatic steering, and when theorientational difference ΔF is out of the judgment range G1, theautomatic steering is not permitted.

In the third preferred embodiment described above, the second controllerdevice 60B determines whether or not to permit the automatic steeringbased on the orientational difference ΔF and the judgment range G1. Inaddition, the second controller portion 60B changes the judgment rangeG1 used for the automatic steering according to the inclination of thevehicle body 3 whnf the tractor 1 (vehicle body 3) is traveling at anangle. The inclination of the vehicle body 3 is detected by aninclination detector device provided in the tractor 1 (vehicle body 3).In the third preferred embodiment, the inclination detector device is aninertial measurement device 42 including, for example, an accelerationsensor to detect acceleration, a gyroscope to detect angular velocity,and the like, which can detect the tractor 1 (vehicle body 3). Inaddition, the inclination detector device may be a device including aplurality of positioning devices 40 (for example, a GPS compass, and thelike), or it may be any other device.

As described above, when the inclination of the vehicle body 3 of thetractor 1 in the width direction of the tractor 1, that is, the rollangle of the vehicle body 3 is horizontal and the inclination is zero,as shown in FIG. 18 , the orientation judgment portion 207 sets thejudgment range G1 to the standard range ST1 and determines whether theautomatic steering is permitted or not based on the standard range ST1.

As shown in FIG. 19A, when the tractor 1 (vehicle body 3) is inclined insuch a way that one side (left side) of the tractor 1 (vehicle body 3)in the width direction is higher than the other side (right side) in thewidth direction, the second controller device 60B makes the lower limitGmin of the judgment range G1 greater than the lower limit Gminindicated in the standard range ST1. That is, in viewing the travelingreference line L1 from the tractor 1, the lower limit Gmin of thejudgment range G1 is increased when the traveling reference line L1 ishigh and the tractor 1 side is low falling to the right. In this case,the orientation judgment portion 207 determines whether or not to permitthe automatic steering based on the judgment range G1 in which the lowerlimit Gmin is increased.

As shown in FIG. 19A, when tractor 1 is inclined downward to the right,when looking at the range of judgment range G1, the lower limit Gmincorresponding to the higher side (one side) of the tractor 1 isincreased. In addition, as shown in FIG. 19C, it is preferred that theupper limit Gmax opposite to the lower limit Gmin in the judgement rangeGmin is less than the upper limit Gmax of the standard range ST1. Inother words, in cases where tractor 1 is inclined downward to the right,the upper value Gmax corresponding to the lower side (other side) of thetractor 1 is reduced.

As shown in FIG. 19B, when the tractor 1 (vehicle body 3) is inclined sothat one side (left side) is lower than the other side (right side) inthe width direction, as shown in FIG. 19B, the second controller device60B makes the upper limit Gmax of the judgment range G1 greater than theupper limit Gmax indicated in the standard range ST1. That is, inviewing the traveling reference line L1 from the tractor 1, the upperlimit value Gmax of the judgment range G1 is increased when thetraveling reference line L1 is high and the tractor 1 side is lowfalling to the left. In this case, the orientation judgment portion 207determines whether the automatic steering is permitted or not based onthe judgment range G1 in which the upper limit value Gmax is increased.

As shown in FIG. 19B, when tractor 1 is tilted downward to the left, theupper limit Gmax corresponding to the higher side of tractor 1 (rightside) is increased when looking at the range of judgment range G1. Inaddition, as shown in FIG. 19D, it is preferable to make the lower limitGmin opposite to the upper limit Gmax of the judgment range G1 smallerthan the lower limit Gmin of the standard range ST1. In other words,when tractor 1 is inclined downward to the left, the lower limit Gmincorresponding to the lower side (one side) of the tractor 1 is reduced.

In changing the lower limit Gmin and upper limit Gmax of the judgmentrange G1, the second controller device 60B increases the lower limitGmin and the upper limit Gmax according to the degree of the slope(inclination magnitude) of the vehicle body of the tractor 1 in thewidth direction of the vehicle body 3 (roll angle of the vehicle body3). That is, the second controller device 60B increases the lower limitGmin and upper limit Gmax with respect to the standard range ST1 whenthe inclination amount is large, and decreases the lower limit Gmin andupper limit Gmax with respect to the standard range ST1 when theinclination amount is small.

The automatic steering controller portion 200 controls the steeringdevice 11 as described above when the start of the automatic steering isswitched by the steering changeover switch 52 when the start of theautomatic steering is determined to be permitted by the orientationjudgment portion 207.

The display device 45 is capable of displaying that the start of theautomatic steering has been determined to be permitted by theorientation judgment portion 207.

In the third preferred embodiment, for example, the fourth icon portion66D is displayed when the setting mode is valid and the completion ofthe setting of the traveling reference line L1, and the orientationjudgment portion 207 of the second controller device 60B has givenpermission for the automatic steering. By looking at the fourth iconportion 66D, the operator can see that the automatic steering ispermitted. The operator can then start the automatic steering byoperating the steering changeover switch 52.

In the third preferred embodiment described above, the condition forpermitting the automatic steering is that the orientational differenceΔF is within a predetermined range, but a condition may be added thatthe steering angle of the steering device 11 is within a predeterminedrange. That is, in a situation where the tractor 1 (vehicle body 3) isbeing steered by the manual steering, the second controller device 60Bpermits the automatic steering with respect to the orientation (firstpermit) when the orientational difference ΔF is within a predeterminedrange, and permits the automatic steering with respect to the steering(second permit) when the steering angle θ of the steering device 11 iswithin a predetermined range. The second controller device 60B thenstarts the automatic steering when the first and second permissions areissued and the operator switches to the start of the automatic steering.

The working vehicle 1 includes the steering device 11 including thesteering handle 30, the vehicle body 3 configured to travel either inthe manual steering with the steering handle 30 or in the automaticsteering of the steering handle 30 based on the traveling reference lineL1, the positioning device 40 configured to detect the orientation F1 ofthe vehicle body 3, the inclination detector device to detect theinclination of the vehicle body 3, and the controller device 60Bconfigured to permit the automatic steering by the steering device 11when the difference ΔF between the orientation F1 of the vehicle body 3detected by the positioning device 40 and the orientation F2 of thetraveling reference line L1 is within the judgment range G and toperform the automatic steering by the steering device when permittingthe automatic steering. The controller device 60B changes the judgmentrange depending on the inclination of the vehicle body 3 detected by theinclination detector device. According to this configuration, in eithera case where the traveling orientation of the working vehicle 1 is anuphill direction (the vehicle orientation is oriented in the uphilldirection) or a case where the traveling orientation of the workingvehicle 1 is a down-hill direction (the vehicle orientation is orientedin the down-hill direction), it is possible to appropriately start theautomatic steering in response to the inclination in operating theworking vehicle 1 (vehicle body 3) on a slope. That is, the travelingcan be stable in switching the steering from the manual steering to theautomatic steering even on the slope.

The controller device 60B changes the lower limit Gmin of the judgmentrange G1 in accordance with the inclination of the vehicle body 3, whenthe vehicle body 3 is inclined such that one side of the vehicle body 3in the width direction is higher than the other side in the widthdirection. The controller device 60B also changes the upper limit Gmaxof the judgment range G1 in accordance with the inclination of thevehicle body 3 when the vehicle body 3 is inclined such that one side ofthe vehicle body 3 in the width direction is lower than the other sidein the width direction.

According to this configuration, when the working vehicle 1 (vehiclebody 3) travels on a slope, the lower limit value Gmin corresponding tothe higher side (one side) of the tractor 1 can be increased and theupper limit value Gmax corresponding to the higher side (other side) ofthe tractor 1 can be increased. In other words, in the judgment rangeG1, the values of the higher side of the working vehicle 1 (vehicle body3) (the upper limit Gmax and the lower limit Gmin) are increased. As aresult, when the working vehicle 1 is manually steered to the higherside and then automatically steered (when the tractor 1 is manuallysteered in the uphill direction and then automatically steered), it ispossible to increase the difference in orientation between the vehicleorientation and the line orientation before switching to the automaticsteering. Thus, when the working vehicle 1 starts the automatic steeringin the uphill direction, the vehicle will be able to travel consistentlyon a slope just after switching to the automatic steering.

As shown in FIG. 19C, when the tractor 1 inclines so that the other side(right side) of the tractor 1 is lower than the one side (left side),the controller device 60B makes the upper limit value Gmax correspondingto the other side (right side) smaller than the predetermined standardrange ST1. In addition, as shown in FIG. 19D, when the tractor 1inclines such that one side (left side) of the tractor 1 is lower thanthe other side (right side), the controller device 60B makes the lowerlimit Gmin corresponding to one side (left side) less than thepredetermined standard range ST1.

According to this configuration, when the working vehicle 1 is manuallysteered to the lower side and then automatically steered (when thetractor 1 is manually steered in the downhill direction and thenautomatically steered), it is possible to reduce the difference inorientation between the vehicle orientation and the line orientationbefore switching to the automatic steering. Thus, when the workingvehicle 1 starts the automatic steering in the downhill direction, thevehicle can travel consistently on a slope just after switching to theautomatic steering.

The working vehicle 1 includes the steering changeover switch 52 to beswitched between the start and end of the automatic steering, and thecontroller device 60B starts the automatic steering by the steeringdevice 11 when the steering changeover switch 52 is switched to thestart of the automatic steering under the condition where the automaticsteering is permitted. According to this configuration, the steeringchangeover switch 52 allows the operator to command the start of theautomatic steering at the time when the operator needs to perform thestart of the automatic steering.

The working vehicle 1 includes the display device 45 that displays thatthe orientational difference ΔF between the orientation of the vehiclebody 3 detected by the positioning device 40 and the orientation F2 ofthe traveling reference line L1 is within the judgment range G1.According to this configuration, the operator can easily understand bylooking at the display device 45 that the vehicle is in a state wherethe automatic steering can be started.

The working vehicle 1 includes the reference traveling line setterswitch that sets the position of the vehicle body 3 detected by thepositioning device 40 to the start and end positions of the travelingreference line L1. According to this configuration, the setting of thetraveling reference line L1 can be easily performed.

Now, the display device 45 is capable of displaying the line orientationF2 and vehicle orientation F1 of the traveling reference line L1. Asshown in FIG. 20 , when a predetermined action is performed on thedisplay device 45, the display device 45 displays a orientation screenM2. The orientation screen M2 includes a line orientation displayportion 130 and a vehicle orientation display portion 140.

The line orientation display portion 130 is configured to indicate theline orientation F2 of the traveling reference line L1 and includes theline display portion 130 a and the mark portion 130 b. The line displayportion 130 a representing the traveling reference line L1 itself with aline diagram and the like, and extends from the bottom to the top on afield 133 set in the orientation screen M2. The mark portion 130 bindicates a direction of the traveling reference line L1, for example,is arranged on the upper portion of the end portion 131 of the linedisplay portion 130 a in the field 133. In the mark portion 130 b, thevertex 132 of the triangle points to the end portion 131 of the linedisplay portion 130 a.

The vehicle orientation display portion 140 includes an orientationindicator portion 141 that points to a direction of the vehicle body 3(vehicle orientation F1). The orientation indicator portion 141 pointsto a direction in which the body bearing F1 faces with respect to theline orientation F2.

The orientation indicator portion 141 includes, for example, a graphicsuch as an arrow, and the orientation indicator portion 141 moves to oneside or the other of the line display portion 130 a with respect to theorigin O1 set on the line display portion 130 a.

The vehicle orientation display portion 140 also includes the vehiclebody display portion 142, which shows the tractor 1 (vehicle body 3) ingraphic form. The vehicle body display portion 142, like the orientationindicator portion 141, changes position (display position) according tothe orientation around the origin O1. In detail, the orientationindicator portion 141 is arranged in front of the vehicle body displayportion 142 (on the front of the tractor 1), and the vehicle bodydisplay portion 142 and the orientation indicator portion 141simultaneously oscillate according to the vehicle orientation F1.

As shown in FIG. 21A, when the vehicle orientation F1 is in the sameorientation as the line orientation F2, the tip portion 141 a of theorientation indicator portion 141 and the end portion 131 of the markportion 130 b are opposite each other. Also, as shown in FIG. 21B, whenthe vehicle orientation F1 is displaced to the left with respect to theline orientation F2, the tip portion 141 a of the orientation indicatorportion 141 is located to the left of the line display portion 130 a. Asshown in FIG. 21C, when the vehicle orientation F1 is displaced to theright with respect to the line orientation F2, the tip portion 141 a ofthe orientation indicator portion 141 is located to the right of theline display portion 130 a.

According to the above configuration, by checking the relative positionof the tip of the orientation indicator portion 141 a and the markportion 130 b or the line display portion 130 a, the operator candetermine the extent to which the vehicle orientation F1 deviates fromthe line orientation F2.

As shown in FIG. 20 , an orientation scale portion 145 may be displayedon the orientation screen M2. The orientation scale portion 145 is ascale in which the line orientation F2 of the traveling reference lineL1 is the reference point O2, and the orientational difference ΔF (avalue indicating the orientation) increases or decreases according tothe distance from the reference point O2. That is, the orientation scaleportion 145 includes a semicircular shape with a scale line 145 aassigned to the orientational difference ΔF at predetermined intervalsalong the circumference of the semicircular shape. At the referencepoint O2 of the orientation scale portion 145, the end portion 131 ofthe mark portion 130 b is pointed to. In addition, as shown in FIG. 23 ,the orientation scale portion 145 shows a judgment range G1. That is,the plurality of scale lines 145 a on the orientation scale portion 145are colored with at least two colors separately, and the plurality ofscale lines 145 a near the reference point O2 are colored with a colorindicating that the value is within the judgment range G1 (a colorwithin the range), and the plurality of scale lines 145 a at a distancefrom the reference point O2 are colored with a value out of the judgmentrange G1 (a color out of the range) to indicate that a value is out ofthe judgment range G1. As described above, when the judgment range G1 ischanged in accordance with the inclination of the vehicle body 3, theplurality of scale lines 145 a are colored to correspond to in-range andout-of-range of the changed judgment range G1.

The orientation indicator portion 141 is arranged inside the orientationscale portion 145 and points the vehicle orientation F1 to theorientation scale portion 145. The orientation indicator portion 141 hasa different display configuration when the orientational difference ΔFbetween the line orientation F2 and the vehicle orientation F1 is withina predetermined range (within the judgment range G1) or when theorientational difference ΔF is out of the predetermined range (outsidethe judgment range G1). As shown in FIG. 21A to FIG. 21C, theorientation indicator portion 141 is colored the same color as thein-range color of the orientation scale portion 145 when theorientational difference ΔF is within the predetermined range (withinthe judgment range G1). As shown in FIGS. 22A and 22B, the orientationindicator portion 141 is colored the same color as the color out ofrange of the orientation scale portion 145 when the orientationaldifference ΔF is out of the predetermined range (out of the judgmentrange G1).

When the orientational difference ΔF is within a predetermined range,the display device 45 displays, on the orientation screen M2, a steeringwheel display 68 showing a graphic of the steering wheel 30, anddisplays a graphic 143 indicating that the automatic steering can bestarted.

The working vehicle 1 includes the steering handle 30, the travelingbody 3 configured to travel while undergoing the manual steering by thesteering handle 30 or the automatic steering of the steering handle 30based on the traveling reference line L1, the line orientation displayportion 130 indicating the orientation F2 of the traveling referenceline L1, and the display device 45 including the vehicle orientationdisplay portion 140 indicating the orientation F1 of the vehicle body 3.According to this configuration, the display device 45 allows the userto easily determine which orientation the working vehicle 1 (vehiclebody 3) is facing with respect to the orientation F2 of the travelingreference line L1.

The line orientation display portion 130 includes the line displayportion 130 a which indicates the traveling reference line L1, and themark portion 130 b which indicates the orientation F2 of the travelingreference line L1. According to this configuration, even when theoperator is not able to know exactly what orientation the orientation F2of the traveling reference line L1 is in a work field or other workarea, the orientation F2 of the traveling reference line L1 can beeasily ascertained by looking at the line display portion 130 a and themark portion 130 b displayed on the display device 45.

The vehicle orientation display portion 140 includes the orientationindicator portion 141 which points to the orientation F1 of the vehiclebody 3, and the vehicle body display portion 142 which shows the vehiclebody 3 whose display position changes according to the orientation F1 ofthe vehicle body 3. Accordingly, even when the operator is not able toaccurately determine the orientation F1 of the vehicle body 3 in thework field, the orientation F1 of the vehicle body 3 can be easilyascertained by looking at the orientation indicator portion 141 and thevehicle body display 142 displayed on the display device 45.

The display device 45 includes an orientation scale portion 145 whichhas the orientation F2 of the traveling reference line L1 as thereference point and whose value indicating the orientation increases ordecreases depending on the distance from the reference point. The lineorientation display portion 130 includes, in the reference point, themark portion 130 b indicating the orientation of the traveling referenceline. According to this configuration, when looking at the scale portion145, an operator can easily know which direction the orientation F2 ofthe traveling reference line L1 is with respect to the vehicle body 3.

The vehicle orientation display portion 140 includes the orientationindicator portion 141 that points to the orientation F1 of the vehiclebody 3, and the orientation indicator portion 141 points the orientationF1 of the vehicle body 3 to the orientation scale portion 145. Accordingto this configuration, the extent to which the orientation F1 of thevehicle body 3 is out of alignment with the traveling reference line L1can be easily ascertained by looking at the orientation indicatorportion 141 indicated on the orientation scale portion 145.

The vehicle orientation display 140 has different display formatsalternately displayed when the orientational difference ΔF between theorientation F2 of the traveling reference line L1 and the orientation F1of the vehicle body 3 is within a predetermined range and when theorientational difference ΔF is out of the predetermined range. Thismakes it easy for the operator to know whether or not the difference inthe orientation ΔF is within the predetermined range.

The working vehicle includes the controller device 60B configured topermit the automatic steering when the orientation difference ΔF betweenthe orientation F2 of the traveling reference line L1 and theorientation F1 of the vehicle body 3 is within a predetermined range.This makes it easy to switch the steering from the manual steering tothe automatic steering.

Other configurations of the third preferred embodiment are configured inthe same manner as in the first preferred embodiment.

A working vehicle includes a steering handle, a vehicle body to travelwith either manual steering by the steering handle or automatic steeringof the steering handle based on a traveling reference line, and adisplay including a line orientation display portion to indicate anorientation of the traveling reference line, and a vehicle orientationdisplay portion to indicate an orientation of the vehicle body.

In the working vehicle mentioned above, the line orientation displayportion includes a line display portion to indicate the travelingreference line, and a mark portion to indicate an orientation of thetraveling reference line.

In the working vehicle mentioned above, the vehicle orientation displayportion includes an orientation pointer portion to point an orientationof the vehicle body, and a vehicle display portion to display thevehicle body whose display position is changed based on the orientationof the vehicle body.

In the working vehicle mentioned above, the display includes anorientation scale portion having a reference point that coincides withan orientation of the traveling reference line and being configured toincrease and decrease a value indicating the orientation based on adistance from the reference point, and the line orientation displayportion includes, at the reference point, a mark portion representingthe orientation of the traveling reference line.

In the working vehicle mentioned above, the vehicle orientation displayportion includes an orientation pointer portion to point an orientationof the vehicle body, and the orientation pointer points the orientationof the vehicle body on the orientation scale portion.

In the working vehicle mentioned above, the vehicle orientation displayportion has a display format provided when an orientational differencebetween an orientation of the traveling reference line and anorientation of the vehicle body is within a predetermined range andanother display format provided when the orientational difference is outof the predetermined range.

The working vehicle mentioned above includes a controller configured orprogrammed to permit the automatic steering when an orientationaldifference between an orientation of the traveling reference line and anorientation of the vehicle body is within a predetermined range.

While preferred embodiments of the present invention have been describedabove, it is to be understood that variations and modifications will beapparent to those skilled in the art without departing from the scopeand spirit of the present invention. The scope of the present invention,therefore, is to be determined solely by the following claims.

What is claimed is:
 1. A working vehicle comprising: a steering handle;a vehicle body to travel with either manual steering by the steeringhandle or automatic steering of the steering handle based on a travelingreference line; and a display including: a line orientation displayportion to indicate an orientation of the traveling reference line; anda vehicle orientation display portion to indicate an orientation of thevehicle body.
 2. The working vehicle according to claim 1, wherein theline orientation display portion includes: a line display portion toindicate the traveling reference line; and a mark portion to indicatethe orientation of the traveling reference line.
 3. The working vehicleaccording to claim 1, wherein the vehicle orientation display portionincludes: an orientation indicator portion to point to the orientationof the vehicle body; and a vehicle body display portion to show thevehicle body whose display position changes according to the orientationof the vehicle body.
 4. The working vehicle according to claim 1,wherein the display further includes an orientation scale portionincluding a reference point coinciding with the orientation of thetraveling reference line, and on which a value indicating an orientationincreases or decreases depending on a distance from the reference point;and the line orientation display portion includes a mark portion toindicate, on the reference point, the orientation of the travelingreference line.
 5. The working vehicle according to claim 4, wherein thevehicle orientation display portion includes an orientation indicatorportion to point to the orientation of the vehicle body; and theorientation indicator portion indicates, on the orientation scaleportion, the orientation of the vehicle body.
 6. The working vehicleaccording to claim 1, wherein the vehicle orientation display portionincludes different display formats including: one display format usedwhen an orientational difference between the orientation of thetraveling reference line and the orientation of the vehicle body iswithin a predetermined range; and another display format used when theorientational difference is out of the predetermined range.
 7. Theworking vehicle according to claim 1, further comprising a controllerconfigured or programmed to permit the automatic steering when anorientational difference between the orientation of the travelingreference line and the orientation of the vehicle body is within apredetermined range.
 8. The working vehicle according to claim 2,wherein the vehicle orientation display portion includes: an orientationindicator portion to point to the orientation of the vehicle body; and avehicle body display portion to show the vehicle body whose displayposition changes according to the orientation of the vehicle body. 9.The working vehicle according to claim 2, wherein the display furtherincludes an orientation scale portion including a reference pointcoinciding with the orientation of the traveling reference line, and onwhich a value indicating an orientation increases or decreases dependingon a distance from the reference point; and the line orientation displayportion includes a mark portion to indicate, on the reference point, theorientation of the traveling reference line.
 10. The working vehicleaccording to claim 3, wherein the display further includes anorientation scale portion including a reference point coinciding withthe orientation of the traveling reference line, and on which a valueindicating an orientation increases or decreases depending on a distancefrom the reference point; and the line orientation display portionincludes a mark portion to indicate, on the reference point, theorientation of the traveling reference line.
 11. The working vehicleaccording to claim 9, wherein the vehicle orientation display portionincludes an orientation indicator portion to point to the orientation ofthe vehicle body; and the orientation indicator portion indicates, onthe orientation scale portion, the orientation of the vehicle body. 12.The working vehicle according to claim 10, wherein the vehicleorientation display portion includes an orientation indicator portion topoint to the orientation of the vehicle body; and the orientationindicator portion indicates, on the orientation scale portion, theorientation of the vehicle body.
 13. The working vehicle according toclaim 2, wherein the vehicle orientation display portion includesdifferent display formats including: one display format used when anorientational difference between the orientation of the travelingreference line and the orientation of the vehicle body is within apredetermined range; and another display format used when theorientational difference is out of the predetermined range.
 14. Theworking vehicle according to claim 3, wherein the vehicle orientationdisplay portion has different display formats including: one displayformat used when an orientational difference between the orientation ofthe traveling reference line and the orientation of the vehicle body iswithin a predetermined range; and another display format used when theorientational difference is out of the predetermined range.
 15. Theworking vehicle according to claim 4, wherein the vehicle orientationdisplay portion has different display formats including: one displayformat used when an orientational difference between the orientation ofthe traveling reference line and the orientation of the vehicle body iswithin a predetermined range; and another display format used when theorientational difference is out of the predetermined range.
 16. Theworking vehicle according to claim 5, wherein the vehicle orientationdisplay portion has different display formats including: one displayformat used when an orientational difference between the orientation ofthe traveling reference line and the orientation of the vehicle body iswithin a predetermined range; and another display format used when theorientational difference is out of the predetermined range.
 17. Theworking vehicle according to claim 2, further comprising a controllerconfigured or programmed to permit the automatic steering when anorientational difference between the orientation of the travelingreference line and the orientation of the vehicle body is within apredetermined range.
 18. The working vehicle according to claim 3,further comprising a controller configured or programmed to permit theautomatic steering when an orientational difference between theorientation of the traveling reference line and the orientation of thevehicle body is within a predetermined range.
 19. The working vehicleaccording to claim 4, further comprising a controller configured orprogrammed to permit the automatic steering when an orientationaldifference between the orientation of the traveling reference line andthe orientation of the vehicle body is within a predetermined range. 20.The working vehicle according to claim 5, further comprising acontroller configured or programmed to permit the automatic steeringwhen an orientational difference between the orientation of thetraveling reference line and the orientation of the vehicle body iswithin a predetermined range.